Rail-splicing device



Jan. 15, 1929. 699,216

3 C. H. W|l .LlAMS RAIL SPLICING DEVICE Filed March 27. 1928 {Z 1/ 15 J6 15 14 J1 1 I l l J20 1 4 Ty n ff/vepfoz' y -A 5 7771195. v

Patented Jan. 15,1929.

UNITED STATES CLARENCE H. WILLIAMS, 0]! ALTOONA, IOWA.

BAIL-SPLICING DEVICE.

Application filed March 27, 1928. Serial No. 265,023.

In connection with the use of small coal trucks in coal mines, 1t 18 desirable to extend the track rails from time to time so that the operator may move the coal truck close to the body of coal being removed, and it is not desirable under such circumstances to cut portions of the rails that will accurately fit between the ends of the track and the body of coal being worked upon.

The object of my invention is to provide a rail splice device of simple, durable and inexpensive construction so arranged that rails of full length may be utilized in connection with my improvedrail splicing device for the purpose of extending the rails from the end of the trackto the point where it is desired to run the truck.

My invention consists in the construction of the rail splicing device, whereby the objects contem lated are attained, as hereinafter more hilly set forth, pointed out in my claims, and illustrated in the accompanying drawings, in which:

Figure 1 shows a top or plan view of a track with my improved rail splicing devices applied thereto and two rails inserted therein.

Figure 2 shows a vertical sectional view on the line 2-2 of Figure 1.

Figure 3 shows a sectional view on the line 33 of Figure 1.

Figure 4 shows a sectional view on the line H of Figure 1; and

Figure 5 shows an inverted perspective view of one of myimproved rail splicing devices.

Referring to theaccompany drawings I have used the reference numeral 10 to indicate railway rails of the ordinary construction, secured to cross ties 11 in the ordinary manner. The reference numeral 12 indicates ordinary rails of full length to be used in bridging the gap between the end of the track and the point to which the trucks or cars are to be run, when that distance is less than the full length of the rails 12.

My rail splicing device comprises a rail splice body portion 13 which may be made of cast metal, and which is of a length to extend from one cross tie to another. At one side of the rail splice body there are two brackets 14 provided with openings for the rail spikes 15 to be driven intothe cross ties. The other side of the rail splice body is shaped to conform to the side of an ordinary railway rail, as clearly shown in Figure 4.

Fixed to the topof the rail splice body 13 is a flat tread plate 16, which may be made of plate metal and secured in any suitable manner to the body portion 13.-

The outer end of this tread plate 16 extends slightly beyond the body 13 and is provided with a downwardly extending locking lug 17, shown in Figures 3 and 5. This locking lug is designed to project downwa rdly over the outer side of the extension rail and to thereby preventoutward movement of the extension rail relative to the splice body portion. i N

In practical use the two full-length extension rails 12 are placed in position at an angle almost approaching parallelism with the main rails 10, and the ends of these extension rails are projected beyond the rails 10 to the position where the extension track is to be laid. Both of these rails 12 are mounted on the cross tie outside of the main track 10. Then the rail splice devices are placed in position with the bod portion 13 adjacent to the inner face of t e extension rail with the tread plate 16 resting on top of the extention rail, and then the brackets 14 are secured to the cross ties by spikes.

When the car wheel, indicated by the numeral 18, passes beyond the tracks 10, it rides upon the tread plate 16, and since this is only a thin plate, the car will not be elevated to any appreciable extent. The weight of the car is borne primarily by the body portion 13, and the extension rail 12. The inner edge of the tread plate 16 is arranged in line with the inner edge of the tread por-' tion of the rail 10, as clearly shown in Figure 1, while the outer edge of the tread plate 16 is arranged substantially in line with the outer edge of the extension rail 12.

When it is desired to extend the extension rails farther away from the stationary rails, then the operator simply slides the extension rails forwardly beyond the stationary rails, and spaces the ends of the extension rails apart from each other the same distance as the rails 10 are spaced apart, and he then spikes these ends to the ties. During this movement of the extension rails, the rail splicing devices are not moved. 5

It is true that the portions of the extension rails beyond the late 16 are not exactly parallel with the mi 5 10, but they are so nearly parallel that after the flanged car wheels have passed beyond the plate 16 they are Wide enough to engage and rest upon the extension rails, and in this connection it should be explained that the corner of the plate 16 is preferably rounded or cut away at 19 so that the car Wheel flanges, when moving from the extension rails toward the stationary rails 10, will not tend to ride upon the plate 16, but will be deflected by said curved portion 19 to travel upon the top of the plates 16.

I claim as my invention:

1. A rail splicing device comprising a body portion designed to rest upon a cross tie and of substantially the same height as the rails with which it is to be used, means for securing the body portion to railway ties, and a tread plate fixed to the top of the body portion and designed to project laterally over the top of a rail alongside of the body portion.

2. A rail splicing device comprising a body portion designed to rest upon a cross tie and of substantially the same height as the rails with which it is to be used, means for securing the body portion to railway ties, a tread plate fixed to the top of the body portion and designed to project laterally over the top of a rail alongside of the body portion, and a downwardly extended lug on said plate designed to engage th e upper portion of a rail on the side oppositle from the body portion, for the purposes stated.

3. A rail splicing device comprising two stationary parallel rails, two extension rails with theirfianges adjacent to the outer edges of the flanges of the stationary rails, and projected beyond the stationary rails with their projected ends being in line with the stationary rails, two body portions each having means for connecting them to cross ties, and each being placed adjacent to the ends of, the stationary rails, said body portions having one side inclined and shaped to fit the inner side of the extension rail, and a tread plate on each body portion extended over the adjacent extension rail, and a downwardly projected lug on each tread plate to engage the outer surface of the adjacent ex tension rail, substantially as and for the purposes stated.

Des Moines, Iowa, March 7, 1928.

CLARENCE H. WILLIAMS. 

